Combustion motor



Oct. 14, 1930. c. W. KELSEY COMBUSTION MOTOR Filed March 2, 1925 nvm/roe6am/14 if/3 Arran/ver T 3M w 2 atented ct. 14, 1930 UNITED STATES ATENToFFIcE ooMBUsTioN Moron Application tiled March 2, 1925. Serial No.12,482.

This invention relates to improvements in combustion motors, moreparticularly among internal combustion hydrocarbon motors, of themulticycle type.

In the multicycle combustion motors in present day use, considerablediiiiculty is encountered in developing sufficient crank case pressureto give the proper volumetric efficiency, or pressure by the applicationof auxl0 iliary equipment such as auxiliary pumps and two size pistons.In the present motor design, the losses due to back fire, scavenging,and especially of fuel through the eX- haust port, are so high as toimpair the eiiiciency of the motor to a great degree. Further, themotors of the multicycle type do not operate at high eiiiciency uponbeing throttled since the throttling operation in itself is notsatisfactory.

In general, the object of this invention is to eliminate the abovestated disadvantages of the present internal combustion motor byproducing a novel arrangement of elements which simplify the design ofthe motor and at the same time maintain a high efiiciency standard atall operating stages. y Among the objects of the invention, it is aimedto provide a novel air feeding mechanism for forcing cooling air intothecylinder; to provide a novel fuel injector capable of forcingpredetermined amounts of fuel into the cylinder; to provide means forthrottling the motor without effecting the eili- 4ciency 'of the same;to eliminate the extensive auxiliary air and iiuid feed devices atpresentused to cooperate with the motor; and to provide a simpler andmore efficient motor capable of developing power at highly economicalcosts.

Specifically it is aimed to provide a high speed fan capable of sendingvarious required amounts of air at any desired constant pressure, forproviding a full cylinder charge sufficient to carry out scavengingproperly and capable of supplying the excess of air for cooling thecylinder, if so desired.

Further, it is aimed to provide a mechanically regulatable fuel injectorsystem operable in synchronism with the piston, and

adapted to deliver accurate amounts of fuel to the cylinder.

Still further, it is aimed to provide means including a movable sleeve,cooperating with the fuel injection system, and the air feed, forbringing about proper throttling of the motor without undue loss ofeconomy.

Still further, it is aimed to provide a movable cylinder head or piston,either of which will move in opposite direction to the sleeve, o wherebyto cause a constant compression within the cylinder where the motor isrunning at full or low throttle.

Still further, it is aimed to provide novel cam operable means foraccurately controlling the dischar e of fluid into the cylinder.

These and ot er advantages, ca abilities and features of the inventionwill) appear from the subjoined detailed description of one specificembodiment of the invention 10 illustrated in the accompanying drawingin which Fig. l-represents a vertical section of one cylinder gasolinemotor which incorporates t e elements of my invention.

Fig. 2-represents a side elevation of the air delivery means.

Fig. S-represents a vertical section of the fluid injector.

Fig. 4-represents a section along the lines so 4-4 of Figure 3.

Referrin now more particularly to the reference characters on thedrawing, which represents but one embodiment of my invention, letter Xrepresents a cylinder havin a movable head Y both of which are coole bythe circulation of cooling water or any other fluid delivered from thewater feed pump D, through the chambers Y-1 in the head portion, and thechambers X--1 between the cylinder walls. Though the cooling medium isherein indicated as being water, it is well within the scope of theinvention to apply air or other cooling media within said chamber.Within the cylinder 95 there is located a piston C which piston hasattached thereto by means of a boss, a connecting rod Z, whlch rod isattached at its opposite extremity to a shaft Z-1, movable about thecrank shaft P. This 100 l ingagainst said spring,

crank shaft P and the shaft Z-l movable about the axis of the crankshaft, are enclosed in a crank case Q. An oil pump P1 which deliverslubricant to the movable elements within the motor is located at thebase of the frame W.

Within the cylinder C there is located a sleeve S, which sleeve hasslots T which serve as intake ports/and slots U almost diametricallyopposite from the intake ports and which serve as exhaust ports. The seeve S is free to move up or down at the will of the operator by meansof the lever J, thereby raising or lowering the respective intake andexhaustports T and which open respectively into the intake opening T-1,and the exhaust openingU-l. As a result of this function of the sleeve,whereby movement thereof is controllable by the operator, throttling canbe readily produced. 1 To the intake opening T-1 there is connected thedelivery end L of a pressure fan Ir-1 which fan is herein indicated asbeing driven by means of the clutch K, which is of the ratchet,friction, or over-running type and serves to connect the fan, which is3f the centrifugal type with the worm drive A This fan has a capacity inexcess of the cylinder requirements whereby suiiicient air is suppliedfor combustion,'scavenging, and the cooling ofthe internal chamber ofthe motor. In this manner through the use of this fan the auxiliarypistons and pumps and the means for providing crank case compression'are displaced; and the eiiiciency of the motor materially increased.

The fuel feed system eliminates the usev of a carburetor and differs inapplication from the usual ractice in that a definite amount of fuel is'injected into the cylinder for combustion, the amount of fuel deliveredbeing dependent upon a blow delivered to a plunger or dia hragm sincethe force of a direct blow can e readily and accurately regulated bymeans of resistance or friction devices or by other suitable means. Theamount of fluid delivered is constant and the force of the blow issufficiently violent to break up the fuel injected into a form of sprayor fog which readily produces a gaseous mixture capable of combustionwith the air at that momentpresent in the cylinder.

In the drawing, letter E represents a hammer which hammer-has thereon aprojection E-l against which |a spring V presses, the force of whichspring pressure is regulated by means ofascrewV-1 pressthe screw beingexactuated. The hammer is supported by one end by a rod IE-2', fixed tothe frame, the hammer being slidable horizontally alon the bar lil-3.formed at its extremity. he hammer is supported upona ternally cam Fwhich rotates at the same speed plung as crank shaft P, and on which camthere is a dwell F1, which causes the hammer to dropsuddenly1 onceduring each rotation of said cam F In the chamber lil-4, on the frame,there is positioned a rod or er R, which rod has a disk R1 intermediateof its length, and. which is maintained at operative` position by meansof a s ring 1 on the one side and the walls of the chamber Fl-5 on theother side. The upper extremity of the plunger R is in the line ofmovement of the hammer E and is adapted to be forcibly struck thereby,upon a,

sudden drop of said hammer, when the cam F controlling the movement ofsaid hammer, comes to its dwell F-1. The distance of the drop or fall ofthe hammer E is con-v trolled by a second cam H which is directly linkedwith the sleeve S so that a movement of the sleeve will change thelocation of the cam H, the disk Ii-1, and the plunger R, since theplunger is being urged constantly upward The plunger y is the actuatingmember l- 2 bearing against the disk.

means of the springR-2..

for causin the delivery of the Huid to the f injector This plunger asabove stated is held up by a spring 2 which maintains the said plungeragainst the cam H except at the moment the spring member is struck bythe hammer E, at which time pressure introduced by the hammer overcomesthe resistance by the spring and causes the fuel feeding operation tobegin, which.

operation is to be later described. The fuel, whether it be ahydrocarbon of the various known types, or that required for the Dieselengine is fed into the pump at S1, the fuel being urged past the checkvalve S2 initially by the external force applied in pumping it into thefeed line. When the plunger descends, due to the impact from the hammer,the fuel between the lower extremity of the plunger and the check valveS--2 is forced past the check valve G--P into a fuel pipe G2 and thenceinto the injector B, whichV injector is illustrated in detail in Figures3 and 4. In this device the injector is located in the cylinder headadjacent the spark plug Q which is part of the ignition apparatus, thesaid plug being connected to a timer N. Applicant ldoes not wish tolimit himself to the use of an ignition apparatus since other motors,especially those of the Diesel type, employing high compression do notrequire ignition apparatus systems.

Referring now more particularly to the injector in Figures 3 and 4, theinjector is indicated as B in' Figure 1 and'has thereon the plunger BY-1 .a pressure diaphragm B-Q, at its upper extremity and ground valve`faces l-3 at its lower extremity.` The plunger B-1 is maintained atinoperative position by means of the spring 4 pressing agamst the baseB-5 of the injector at the one cylinder,

end, and against the dlaphragm B-2 at the opposite end. When the liuidis delivered through tube Cr-2, into the injector by the impact of thehammer E, the pressure imparted by the fluid forces the diaphragm B-2and the plunger B-l downwards thus allowing the fluid to pass in theopenings I3-6 formed along the plunger i3-*1 as shown in Figure 4. ofpassageways i3- 6 by the time it reaches the opening i3-7 it isthoroughly disintegrated into a fog readily combines with the air in thecombustion chamber to form the combustion mixture.

Following is a detailed description of the operation of the motor asillustrated in this modification of the invention herein illustrated.The pressure fan of Fig. 2 revolves at a high speed when driven by theover running clutch K through the worm drive M which permits the fan tocontinue rotating on account of its momentum. If lthe motor should bebrought to a sudden stop it consequently prevents any breakage due to asudden slow down or stop of the motor.

Since the intake port T-l is lower than the exhaust port U the pistonuncovers exhaust outlet U iirst, with the result that the excess gassesrush out from the exhaust 1. As the piston descends still further ituncovers the intake port T allowing air passing through from the faninto its out-let L to rush from its intake T and into the which freshair drives the remaining exhaust gasses out and iills the entire spaceabov|e the piston full of cool and'pure air. As the piston ascends theports are closed in successive stages, and the hammer E is actuated bythe cam F whereby a violent blow is impressed or imparted to the plungerR This movement of the plunger R causes fuel to be delivered from thepump to feed line S-l through the respective valves Gr-1 and B-3, intothe cylinder. The fuel being discharged suddenly into the cylinderthrough the impactl imparted thereto, usually is delivered into thecylinder in the form of a mist which thoroughly mixes with the air insuch cylinder to make a combustion mixture.

As the piston continues to ascend it compresses the mixture and the gasfluid. At a predetermined moment at the stroke of the piston; theignition of the mixture produces combustion as is well known, providinga greatly increased pressure above the piston, which forces the pistondown and imparts power to the crank shaft by means of the connectingrod. This is repeated at each stroke of the piston as is well known incombustion motor operation.

By moving the sleeve S upward or downwardly by means of an externalcontrol lever Since the fluid passes in a series Aor spray which spray Jthe positions ofthe exhaust and intakey ports are respectively changedwith the-result that the amount of mixture compressed and the force ofthe explosion are directly proportional to the location of said sleeve.

' Though this modification illustrated in this drawing is indicated asbeing a one c linder motor, applicant does not wish to be imited to aspecific one cylinder motor since this modification is primarilyillustrative of the behavior of a single cylinder of a series ofcylinders in any multicycle combustion motor.

Applicant does not further wish to be limited to the specificarrangement of parts herein indicated in the embodiment shown, it beingbelieved to be within the scope of the disclosure to provide xfor theelimination of some of the elements in the device and the substitutionof others, and the 11e-location of some of the element-s in abovepositions.

Applicant is further not limited to specific ignition means hereinindicated it being within the scope of the invention to high compressionmotors limiting the above type of ignition means.

It is obvious that various changes and modifications may be made to thedetails of construction without departing from the general spirit of theinvention as set forth in the appended claims.

What is claimed is:

1. In an internal combustion engine, in combination,

a cylinder and a piston means for admitting a stream of air into saidiston at the close of the combustion stro e to scaveng'e the same, meansfor controlling the volume of said stream of air, means :for atomizingfuel and admitting it to the cylinder after the completion of saidscavenging, comprising a cylinder and plunger, inlet and dis'- chargevalves connected to said c linder, spring-pressed means for moving saidYlun er outwardly, a hammer adapted to stri e said plunger, a camoperated by the engine for raising said hammer and releasin the same,and means controlled by-said throt ing means for varying the stroke ofsaid plunger to vary the speed. n

2. In an internal combustion engine, in combination, a cylinder, apiston, a sleeve having oppositely disposed inlet and exhaust ports inposition to be uncovered by the piston at the close of the stroke, meansfor atomizing fuel and injecting the same into the cylinder after theclosing of said valves, including a cylinder and plunger, inlet andexhaust valves to said cylinder, a spring for urging said plunger'outwardly of said cylinder, a hammer for forcin said plunger inward,means operable by t e engine for raising and releasing said hammer,means for varying the position of said sleeve to control the speed ofthe engine, and means operable by provide for said sleeve for varyingthe stroke of said plunger.

3. In an internal combustion engine, in combination, a cylinder, apiston, a sleeve 5 having oppositely disposed inlet and exhaust ports inposition to be uncovered by the piston at the close of the stroke, saidexhaust ports being positioned to be uncovered before said air inletports, means for atomizing fuel and 10 injecting the same into thecylinder after the closing of said valves, including a cylinder andplunger, inlet and exhaust valves to said cylinder, a s ring for urgingsaid plunger l outwardly o said cylinder, a hammer for 15 forcing saidcylinder inward, means operable by the engine for raising and releasingsaid hammer, means for varying the position of said sleeve to controlthe speed of the engine, and means operable by said sleeve for varying20 the stroke of said plunger.

CADWALLADER WASHBURN KELSEY.

